Railway-rail anchor



Aug. 14, 1928.

J. A. HYLE ET! AL RAILWAY RAIL ANCHOR Filed Jan. '7, 1928 "'III,

lu ll 2 Sheets-Sheet l Aug. 14, 1928.

. 1,680,378 J. A. HYLE ET AL RAILWAY RAIL ANCHOR Z-Sheets-Sheet 2 Filed Jan. '7, 1928 Patented Au 14, 1928.

UNITED STATES- 1,680,378 PATENT OFFICE;

JACOB A. KYLE, or. ATLANTIC CITY, New JERSEY, CLARENCE n. KEATLEY, or Los NGELLs, CALIFORNIA, ssreNons ".ro CONTINENTAL RAILWAY SUPPLY COR- POBATION, A CoBron 'rIoN or DELAWARE R ILWAY-RAIL ANCHon.

Application filed January 7, 1928. Serial No. 245,166.

This invention relates to new and novel improvements in one-piece rail anchors or anti-creepers especially designed to be secured to the base portion of railway track 6 rails and in engagement with stationary parts of the railway road bed for the purpose of preventin longitudinal displacement of the rails during the travel of the rolling stock thereover.

10 Themain object of the invention is to provide a sim 1e, novel, strong, durable, economical an thoroughly efiicient anchor from a single'piece 'of high grade spring steel of suitable dimensions and possessing maximum strength, which may be easily and readily applied to the base of a track rail and fixedly maintained inthe roper operative osition thereon, and whic will a ways e ectively gri and clamp thetrack rail and. cooperate wit a stationa part of the railway road bed to revent e track rail from creeping. Anot er object of the invention is to so construct our improved device that it will always maintain an extremely tight grip and effective frictional engagement with the track rail under any an all conditions of service.

Further objects of'the invention are to so construct the novel rail anchoring device 7 that it will successfully resist creeping of the track rail; that it may reapplied any number of times, and at the same time retain its effective tension and ipping power; that it provides the desired caring surface in contact with the railway tie, portion of the tie into the road ballast, and

is so shaped at itslowermost portion where it enters the road ballast that the vibration be easily removed and i 40 and wavemotion of the track rail will ush or force the ballast apart, so that it wil not be in constant Contact with the said ballast thereby avoiding interference withthe railway electric signaling system now employed,

that it possesses the necessa resiliency in securing it to the track rail; t at it is thickcned at the points where the greatest strength is required. T

The foregoing and such other objects as 60 may appear from the ensuing description are accomplished by the construction, location, arrangement and combination of the parts hereinafter more fully described, illustrated by the accompanying drawings, and part1cu and extends downwardly to the middle.

larly pointed out in the claims appended hereto, 1t being understood that slight changes in the precise form, proportions, and minor details of the construction may be resorted to without departin from the irit or sacrificing any of the a vantages o the invention.

In the accompanying drawings forming a pair: of this specification it will be seen Figure 1' is a pers ective view .of the improved device embo ing our invention applied to one edge 0 the track rail in the position it assumes before being secured to the opposite edge of the rail, and showing the track rail in cross section and a portion ofarailway tie broken away. 7

F1 re 2 is a similar perspective of the nove device showing it applied to the track rail in its operative position.

Figure 3 is a side elevation showing the aniclhoring device removed from the track ra Figure 4 is a plan view of the same, and

Figure 5 isan end view thereof.

In the. embodiment of our invention as illustrated, it will be seen that the numeral ates a railway track rail and 2 an under ying cross-tie forming a stationary part of the rail bed and supporting the rail v 1, the said rail having a tendency to creep, when subjected to the heavy. and intense strain caused b the passage or travel of the rolling stock t ereon.

Our improved and novel rail anchor is formed from any suitable or desirable metal, but is preferabl made from a single piece or flat bar of big carbon spring steel of the desiredor required dimensions, and may be of any desired thickness or width, said anchor being provided with a jaw member 3,

which is adapted tooverlap and clam the inclined upper surface of the track rail ase, the-said jaw member being formed or bent comparatively close to'the bod portion at the point 4, so that when, it is orced on the rail the upper portion of the jaw will spring upwardly and at the same time always maintain an entirely ti ht grip on the inclined surface of the rail ase. v

It will be perceived that the sinuous or substantially S-shaped body portion 5- extends downwardly to about the middle por tion of the cross-tie 2, and the said downwardly extended portion is made thinner and weaker from the oint 6 to the point 7, to furnish the desired resiliency or spring action when being a plied to the rail and to insure a strong and rm gripping efl'ect onto the rail, while the jaw member, and the other ortion of the body are thickened to furnish the desired stren h. Between the body portion 5 of the ano or, and its outer upright end portion 8, it is provided with a series of recesses or depressions 9 to furnish additional resiliency and spring action, and also to permit the arm portion 10 of the anchor to spring upwardly when being forced onto the track rail.

The lowermost portion of the anchor is so shaped where it projects into the track ballast that the vibration and wave motion of the rail during the travel ofthe rolling stock over the rail will cause said lowermost portion to push the ballast apart, thus preventing constant contact of the anchor with the ballast and thereby avoiding interference with the usual 'railway electric signaling systems now employed.

Inapplying our im roved anchor to the track rail it is place on the rail by the hand of the tra'ckman or employee in the position substantially as shown in Fig. 1 of the drawings; it is then given as many blows as is necessary at the aw portion 11 bly a suitable spike maul or hammer untilw t e jaw portion is opened and forced upwardly until it is caused to assume the osi- 'tion substantially as shown'in Fig. 2 o the drawin with an intense grip on the upper incline surface, as well as the lower face of the rail, then striking it a blow at the point 12 will cause the free end portion 8 to move outwardly and to tightly snap over and grip the other edge of the rail base into its operative position, as clearly shown in Fig. 2 of the drawings.

The outer free end of the anchor normally extends in a. horizontal plane above the lower level of the base portion of the jaw member, so. that when the anchor is adjusted to the track rail there will be continuous pressure upwardly by the said end a ainst the lower face of the rail, hence w on a blow is struck against the anchor at the point 12, the outer end portion will be caused to immediately snap upwardly and tightly ip and clamp the edge of the rail base, an is always maintained in such position due to the high spring tension exerted by the sinuous body ortion and the particular construction of t e anchor, and owing to the continuous upward pressure of its outer end there is no possibility of the anchor loosening or dropping off from any cause whatsoever.

It will be observed that there is a space 13 formed between the body portion of the anchor and the armportion 10 so that the said arm can spring either way, that is upwardly or downwardly when applying the anchor to the rail in the manner hereinbefore described.

The anchor can be readily removed by striking the outer end portion at 14 a downward blow, which will cause said end portion to spring forwardly and assume the position substantially as shown in Fig. 1, when b side a ew times the anchor may be readily slipped off the rail, or a special tool may be employed in removing the anchor from the track rail.

The body portion of the anchor extends downwardly to a point terminating about midway of the height of the cross-tie w1th which it contacts thereby preventing any tendency of the tie to rock sidewise when intense strain is imparted thereto, thus insu ring greater stability and unity of parts.

It will be understood that our improved anchor may be formed in an suitable or desirable manner, but is preierably made from one piece of steel of the same size throughout its length and is forged or pressed into the desired or required shape,.

such as shown in the drawings.

Having thus described our invention, what we claim and desire to secure by Letters Patent is 1. A single piece rail anchor comprising a metallic bar formed with a. jaw member, and downwardly extended body portion having a thinner portion formed between its upper and lower points, and anoutwardly extended arm portion terminating with an upright outer end, said arm portion being provided with a plurality of depressions intermediate its length.

2. A single piece rail anchor comprising a metallic bar formed with a jaw member at one end, a downwardly extended sinuous body portion having a thinner portion between its upper and lower points, and an outwardly extended arm terminating with an upri ht clamping ortion at its other end, said arm portion being provided with a series of recesses intermediate its length.

3. A single piece rail anchor com rising a metallic bar made of high grade stee formed with a jaw member at one end, a downwardly projected sinuous body portion formed with a thinned portion between its upper and lower points, and an outwardly extended arm terminating with an upright clampinghportion at its other end, said arm ortion aving a plurality of depressions ormed therein intermediate its length.

4. A single piece rail anchor comprising a metallic bar made of high grade carbon steel formed with a jaw member at one end thereof, a depending sinuous body portion in contact with a cross-tie and terminating about the central portion of said tie, said striking the jaw member on each body portion having a thinner portion wardly extended body portion having a formed intermediate its height, an outwardly thinned portion intermediate its height, and extended arm terminating with an upright an outwardly extended arm portion with an clamping portion at the other end of the upright clamping portion at the other end 5 anchor, said arm portion having a plurality of the anchor, said arm having a plurality 15 of depressions formed in its lower face inof depressions formed therein intermediate termediate its length. its length.

5. A single piece rail anchor comprising a bar made of high grade steel having it jaw JACOB A. HYLE. 10 member formed at one end, a sinuous down- CLARENCE R. -KEATLEY. 

